US10371041B2 - Cooling device for internal combustion engine of vehicle and control method thereof - Google Patents

Cooling device for internal combustion engine of vehicle and control method thereof Download PDF

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US10371041B2
US10371041B2 US15/759,918 US201615759918A US10371041B2 US 10371041 B2 US10371041 B2 US 10371041B2 US 201615759918 A US201615759918 A US 201615759918A US 10371041 B2 US10371041 B2 US 10371041B2
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cooling water
internal combustion
combustion engine
temperature
path
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US20180245503A1 (en
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Yuichi Toyama
Atsushi Murai
Shigeyuki Sakaguchi
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Hitachi Astemo Ltd
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Hitachi Automotive Systems Ltd
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P7/00—Controlling of coolant flow
    • F01P7/14—Controlling of coolant flow the coolant being liquid
    • F01P7/16—Controlling of coolant flow the coolant being liquid by thermostatic control
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P3/00—Liquid cooling
    • F01P3/02—Arrangements for cooling cylinders or cylinder heads
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P5/00—Pumping cooling-air or liquid coolants
    • F01P5/10—Pumping liquid coolant; Arrangements of coolant pumps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P7/00—Controlling of coolant flow
    • F01P7/02—Controlling of coolant flow the coolant being cooling-air
    • F01P7/04—Controlling of coolant flow the coolant being cooling-air by varying pump speed, e.g. by changing pump-drive gear ratio
    • F01P7/048—Controlling of coolant flow the coolant being cooling-air by varying pump speed, e.g. by changing pump-drive gear ratio using electrical drives
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P7/00—Controlling of coolant flow
    • F01P7/14—Controlling of coolant flow the coolant being liquid
    • F01P7/16—Controlling of coolant flow the coolant being liquid by thermostatic control
    • F01P7/164—Controlling of coolant flow the coolant being liquid by thermostatic control by varying pump speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P7/00—Controlling of coolant flow
    • F01P7/14—Controlling of coolant flow the coolant being liquid
    • F01P7/16—Controlling of coolant flow the coolant being liquid by thermostatic control
    • F01P7/167—Controlling of coolant flow the coolant being liquid by thermostatic control by adjusting the pre-set temperature according to engine parameters, e.g. engine load, engine speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P3/00—Liquid cooling
    • F01P3/02—Arrangements for cooling cylinders or cylinder heads
    • F01P2003/024—Cooling cylinder heads
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P3/00—Liquid cooling
    • F01P3/02—Arrangements for cooling cylinders or cylinder heads
    • F01P2003/028—Cooling cylinders and cylinder heads in series
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P5/00—Pumping cooling-air or liquid coolants
    • F01P5/10—Pumping liquid coolant; Arrangements of coolant pumps
    • F01P2005/105—Using two or more pumps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P7/00—Controlling of coolant flow
    • F01P7/14—Controlling of coolant flow the coolant being liquid
    • F01P2007/146—Controlling of coolant flow the coolant being liquid using valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2025/00—Measuring
    • F01P2025/08—Temperature
    • F01P2025/40—Oil temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2025/00—Measuring
    • F01P2025/60—Operating parameters
    • F01P2025/66—Vehicle speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2060/00—Cooling circuits using auxiliaries
    • F01P2060/08—Cabin heater
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2060/00—Cooling circuits using auxiliaries
    • F01P2060/16—Outlet manifold

Definitions

  • the present invention relates to a cooling device for an internal combustion engine of a vehicle and to a control method thereof, and specifically relates to a technique for controlling the cooling device when the internal combustion engine is automatically stopped while the vehicle is stopping.
  • Patent Document 1 discloses a cooling device including an electric water pump for circulating cooling water.
  • the cooling device maintains the electric water pump in an operating state and controls the control valve such that only the cooling water circulation through the cylinder head is permitted. Thereby, the cooling device prevents preignition at the start-up of the engine.
  • Patent Document 1 JP 2009-068363 A
  • a vehicle that includes an idle reduction function to automatically stop the internal combustion engine while the vehicle is stopping.
  • an idle reduction function to automatically stop the internal combustion engine while the vehicle is stopping.
  • the comfort of the vehicle will be improved.
  • the temperature of the cylinder head during idle reduction can be controlled to be low, the retarded degree of ignition timing required for avoiding knocking at the vehicle start will be reduced, and fuel economy during acceleration at the vehicle start will be improved.
  • an object of the present invention is to provide a cooling device for an internal combustion engine of a vehicle and a control method thereof, which are capable of suppressing the deterioration of the vehicle air heating performance when the internal combustion engine is automatically stopped while the vehicle is stopping and capable of improving fuel economy during acceleration at the vehicle start from such an automatic stop state.
  • the cooling device for an internal combustion engine of a vehicle comprises: an electric water pump for circulating cooling water; a first path including a cooling water passage in a cylinder head and extending through a heater core for vehicle air heating and a radiator; a second path bypassing the heater core and the radiator; path switching means for controlling an opening area of the second path; and control means which, when the internal combustion engine is automatically stopped while the vehicle is stopping, causes the electric water pump to operate and causes the path switching means to reduce the opening area of the second path as compared to before the internal combustion engine is automatically stopped.
  • a method for controlling cooling device for an internal combustion engine of a vehicle is a control method for a cooling device including: an electric water pump for circulating cooling water; a first path including a cooling water passage in a cylinder head and extending through a heater core for vehicle air heating and a radiator; and a second path bypassing the heater core and the radiator.
  • the method comprises the steps of: detecting whether or not the internal combustion engine is automatically stopped while the vehicle is stopping; controlling so as to cause the electric water pump to operate when the internal combustion engine is automatically stopped; and increasing a ratio of a cooling water circulation rate through the first path while reducing a ratio of a cooling water circulation rate through the second path when the internal combustion engine is automatically stopped.
  • an increased ratio of the cooling water circulates through the path for supplying the heater core and radiator with the cooling water that has been heated by cooling the cylinder head of the internal combustion engine so that the cooling water can release heat at the heater core and radiator.
  • This allows for suppressing the deterioration of the vehicle air heating performance when the internal combustion engine is automatically stopped while the vehicle is stopping.
  • the present invention allows accelerating the temperature decrease of the cylinder head with a limited discharge rate of the electric water pump. This reduces the retarded degree of ignition timing required for avoiding knocking at the vehicle start, and improves fuel economy during acceleration at the vehicle start from such an automatic stop state.
  • FIG. 1 is a schematic system view of the cooling device for an internal combustion engine according to an embodiment of the present invention.
  • FIG. 2 is a graph illustrating the correlation between the rotor angle and the modes of the flow rate control valve according to the embodiment of the present invention.
  • FIG. 3 is a flowchart illustrating the flow of controlling the flow rate control valve and the electric water pump according to the embodiment of the present invention.
  • FIG. 4 is a flowchart illustrating a control for setting the target rotation speed of the electric water pump according to the embodiment of the present invention.
  • FIG. 5 is a flowchart illustrating a control of the flow rate control valve performed in accordance with the oil temperatures during idle reduction according to the embodiment of the present invention.
  • FIG. 6 is a flowchart illustrating a control for setting the target rotation speed of the electric water pump after the water temperature has been reduced during idle reduction according to the embodiment of the present invention.
  • FIG. 7 is a flowchart illustrating a control for resuming cooling water flow through the second and fourth cooling water lines in response to a decrease in the water temperature during idle reduction according to the embodiment of the present invention.
  • FIG. 8 is a flowchart illustrating a control for resuming cooling water flow through the second and fourth cooling water lines in response to the cancellation of idle reduction according to the embodiment of the present invention.
  • FIG. 9 is a flowchart illustrating another control for resuming cooling water flow through the second and fourth cooling water lines in response to the cancellation of idle reduction according to the embodiment of the present invention.
  • FIG. 10 is a flowchart illustrating a control for resuming cooling water flow through the second and fourth cooling water lines based on the oil temperatures after the cancellation of idle reduction according to the embodiment of the present invention.
  • FIG. 11 is a time chart for illustrating water temperature lowering characteristics during idle reduction according to the embodiment of the present invention.
  • FIG. 12 is a time chart illustrating the characteristics of the air heating performance during idle reduction according to the embodiment of the present invention.
  • FIG. 13 is a schematic system view of the cooling device for an internal combustion engine according to an embodiment of the present invention.
  • FIG. 14 is a graph for illustrating the correlation between the rotor angle and the opening ratio of the flow rate control valve of FIG. 13 .
  • FIG. 15 is a flowchart illustrating the flow of controlling the flow rate control valve in the system configuration of FIG. 13 .
  • FIG. 1 is a configuration diagram illustrating an example of a cooling device for an internal combustion engine of a vehicle according to the present invention.
  • cooling water encompasses various coolants used in cooling devices for an internal combustion engine of a vehicle, such as antifreeze coolants standardized under Japanese Industrial Standard K 2234 (Engine antifreeze coolants).
  • An internal combustion engine 10 is installed in a vehicle 26 and used as a power source for driving vehicle 26 .
  • a transmission 20 such as a continuously variable transmission (CVT), an example of a powertrain, is coupled to the output shaft of internal combustion engine 10 .
  • the output of transmission 20 is transmitted to drive wheels 25 of vehicle 26 via a differential gear 24 .
  • CVT continuously variable transmission
  • Internal combustion engine 10 is cooled by a water-based cooling device which circulates cooling water through a circulation passage.
  • the cooling device includes a flow rate control valve 30 , which serves as a path switching means, an electric water pump 40 , a radiator 50 , a cooling water passage 60 provided in internal combustion engine 10 , an oil cooler 16 for internal combustion engine 10 , a heater core 91 , an oil warmer 21 for transmission 20 , pipes 70 connecting these components, and the like.
  • Oil cooler 16 is a heat exchanger for internal combustion engine oil.
  • Oil warmer 21 is a heat exchanger for transmission oil.
  • Internal combustion engine 10 has a cylinder head cooling water passage 61 and a cylinder block cooling water passage 62 , which collectively serve as cooling water passage 60 in internal combustion engine 10 .
  • Cylinder head cooling water passage 61 which has a function of cooling a cylinder head 11 , extends in cylinder head 11 so as to connect a cooling water inlet 13 to a cooling water outlet 14 which are provided to cylinder head 11 .
  • cooling water inlet 13 is provided at one end in the cylinder arrangement direction
  • cooling water outlet 14 is provided at the other end in the cylinder arrangement direction.
  • Cylinder block cooling water passage 62 which has a function of cooling a cylinder block 12 , branches off from cylinder head cooling water passage 61 and enters cylinder block 12 .
  • Cylinder block cooling water passage 62 extends in cylinder block 12 and is connected to a cooling water outlet 15 provided to cylinder block 12 .
  • Cooling water outlet 15 of cylinder block cooling water passage 62 is provided at an end, on the same side where cooling water outlet 14 of cylinder head cooling water passage 61 is provided, in the cylinder arrangement direction.
  • the cooling water is supplied through cylinder head 11 to cylinder block 12 .
  • the cooling water supplied to cylinder head 11 circulates through at least either path of: a circulation path through which the cooling water bypasses cylinder block cooling water passage 62 and is discharged from cooling water outlet 14 ; and a circulation path through which the cooling water enters cylinder block cooling water passage 62 and is then discharged from cooling water outlet 15 .
  • a circulation path through which the cooling water bypasses cylinder block cooling water passage 62 and is discharged from cooling water outlet 14 a circulation path through which the cooling water enters cylinder block cooling water passage 62 and is then discharged from cooling water outlet 15 .
  • To cooling water outlet 14 of cylinder head 11 one end of a first cooling water pipe 71 is connected.
  • the other end of first cooling water pipe 71 is connected to a cooling water inlet 51 of radiator 50 .
  • a second cooling water pipe 72 To cooling water outlet 15 of cylinder block cooling water passage 62 , one end of a second cooling water pipe 72 is connected. The other end of second cooling water pipe 72 is connected to a first inlet port 31 among four inlet ports 31 to 34 of flow rate control valve 30 . In the middle of second cooling water pipe 72 , oil cooler 16 for cooling lubricating oil for internal combustion engine 10 is disposed. Oil cooler 16 is a heat exchanger for reducing the temperature of lubricating oil by exchanging heat between the cooling water flowing through second cooling water pipe 72 and the lubricating oil for internal combustion engine 10 .
  • third cooling water pipe 73 One end of a third cooling water pipe 73 is connected to first cooling water pipe 71 .
  • the other end of third cooling water pipe 73 is connected to second inlet port 32 of flow rate control valve 30 .
  • oil warmer 21 is disposed which is a heat exchanger for heating hydraulic oil in transmission 20 , which is a hydraulic mechanism. Oil warmer 21 exchanges heat between the cooling water flowing through third cooling water pipe 73 and the hydraulic oil in transmission 20 .
  • third cooling water pipe 73 allows the cooling water having increased in temperature while flowing through cylinder head 11 to be partially diverted and introduced into oil warmer 21 .
  • Oil warmer (oil warmer and cooler) 21 accelerates the temperature rise in the hydraulic oil in transmission 20 during cold engine start, and then maintains the hydraulic oil temperature in transmission 20 properly by avoiding an excessive rise in the oil temperature.
  • a fourth cooling water pipe 74 is connected a to first cooling water pipe 71 at a point between cooling water outlet 14 and the junction with third cooling water pipe 73 .
  • the other end of fourth cooling water pipe 74 is connected to third inlet port 33 of flow rate control valve 30 .
  • Various heat exchanging devices are disposed on fourth cooling water pipe 74 .
  • the heat exchanging devices disposed on fourth cooling water pipe 74 are, in the order from upstream to downstream, heater core 91 for vehicle air heating, a water-based EGR (exhaust gas recirculation) cooler 92 , an EGR control valve 93 , and a throttle valve 94 .
  • EGR cooler 92 and EGR control valve 93 constitute an EGR device of internal combustion engine 10 .
  • Throttle valve 94 regulates the rate of air intake into internal combustion engine 10 .
  • Heater core 91 which is a heat exchanger for heating air for air-conditioning included in a vehicle air heater, exchanges heat between the cooling water flowing through fourth cooling water pipe 74 and the air for air-conditioning so as to heat the air for air-conditioning.
  • EGR cooler 92 which is a heat exchanger for cooling recirculated exhaust, exchanges heat between the cooling water flowing through fourth cooling water pipe 74 and the exhaust recirculated into an intake system of internal combustion engine 10 by the EGR device so as to lower the temperature of the exhaust recirculated into the intake system of internal combustion engine 10 .
  • EGR control valve 93 for regulating the exhaust recirculation rate and throttle valve 94 for regulating the rate of air intake into internal combustion engine 10 are heated by exchanging heat with the cooling water flowing through fourth cooling water pipe 74 .
  • Heating EGR control valve 93 and throttle valve 94 with the cooling water prevents the freezing of moisture in the exhaust around EGR control valve 93 as well as moisture in the intake air around throttle valve 94 .
  • fourth cooling water pipe 74 allows the cooling water having passed through cylinder head cooling water passage 61 to be partially diverted and introduced into heater core 91 , EGR cooler 92 , EGR control valve 93 , and throttle valve 94 so as to exchange heat therewith.
  • One end of a fifth cooling water pipe 75 is connected to a cooling water outlet 52 of radiator 50 .
  • the other end of fifth cooling water pipe 75 is connected to fourth inlet port 34 of flow rate control valve 30 .
  • Flow rate control valve 30 has a single outlet port 35 .
  • One end of a sixth cooling water pipe 76 is connected to outlet port 35 .
  • the other end of sixth cooling water pipe 76 is connected to an intake port 41 of electric water pump 40 .
  • One end of a seventh cooling water pipe 77 is connected to a discharge port 42 of electric water pump 40 .
  • the other end of seventh cooling water pipe 77 is connected to cooling water inlet 13 of cylinder head 11 .
  • eighth cooling water pipe 78 Radiator-bypass pipe
  • first cooling water pipe 71 One end of an eighth cooling water pipe 78 (radiator-bypass pipe) is connected to first cooling water pipe 71 .
  • the other end of eighth cooling water pipe 78 is connected to sixth cooling water pipe 76 .
  • the point where eighth cooling water pipe 78 is connected is located downstream to the point connected to third cooling water pipe 73 and downstream to the point connected to fourth cooling water pipe 74 .
  • flow rate control valve 30 has four inlet ports 31 to 34 and one outlet port 35 .
  • Cooling water pipes 72 , 73 , 74 , 75 are respectively connected to inlet ports 31 , 32 , 33 , 34
  • sixth cooling water pipe 76 is connected to outlet port 35 .
  • Flow rate control valve 30 is a rotational flow channel switching valve that includes a stator having ports formed therein, and a rotor having flow channels formed therein and being fitted in the stator.
  • the electric actuator such as an electric motor
  • the electric actuator rotationally drives the rotor, thereby changing the angle of the rotor relative to the stator.
  • the opening area ratio of four inlet ports 31 to 34 changes depending on the rotor angle.
  • the ports in the stator and the flow channels in the rotor are adapted such that a desirable opening area ratio, in other words, a desirable flow rate ratio among the cooling water lines may be achieved through selection of the rotor angle.
  • cylinder head cooling water passage 61 , first cooling water pipe 71 , radiator 50 , and fifth cooling water pipe 75 constitute a first cooling water line (radiator line) through which the cooling water circulates through cylinder head cooling water passage 61 and radiator 50 , and bypasses cylinder block cooling water passage 62 .
  • Cylinder block cooling water passage 62 , second cooling water pipe 72 , and oil cooler 16 constitute a second cooling water line (block line) through which the cooling water circulates through cylinder block cooling water passage 62 and oil cooler 16 , and bypasses radiator 50 .
  • Cylinder head cooling water passage 61 , fourth cooling water pipe 74 , heater core 91 , EGR cooler 92 , EGR control valve 93 , and throttle valve 94 constitute a third cooling water line (heater line) through which the cooling water circulates through cylinder head cooling water passage 61 and heater core 91 , and bypasses radiator 50 .
  • Cylinder head cooling water passage 61 , third cooling water pipe 73 , and oil warmer 21 constitute a fourth cooling water line (powertrain line) through which the cooling water circulates through cylinder head cooling water passage 61 and oil warmer 21 , and bypasses radiator 50 .
  • eighth cooling water pipe 78 allows the cooling water flowing from cylinder head 11 to radiator 50 through the first cooling water line to be partially diverted to flow through eighth cooling water pipe 78 .
  • the diverted flow of cooling water bypasses radiator 50 , and enters back the first cooling water line at a point downstream to the outlet of flow rate control valve 30 .
  • eighth cooling water pipe 78 allows the cooling water having passed through cylinder head cooling water passage 61 to circulate bypassing radiator 50 .
  • eighth cooling water pipe 78 constitutes a bypass line.
  • the cooling water circulation passage according to this embodiment includes the first to fourth cooling water lines and the bypass line.
  • Flow rate control valve 30 is a flow channel switching mechanism (path switching means) for controlling the supply rates of the cooling water respectively to the first to fourth cooling water lines, in other words, the cooling water allocation ratio between the first to fourth cooling water lines, by regulating the opening areas of the respective outlets of the first to fourth cooling water lines.
  • Radiator 50 includes electric radiator fans 50 A, 50 B. Electric water pump 40 , flow rate control valve 30 , and electric radiator fans 50 A, 50 B described above are controlled by a control device (control means) 100 .
  • Control device 100 includes a microcomputer including a CPU (processor), a ROM, a RAM, and the like.
  • Control device 100 receives measurement signals from various sensors for sensing operational conditions of internal combustion engine 10 .
  • the above various sensors include a first temperature sensor 81 , a second temperature sensor 82 , and an external air temperature sensor 83 .
  • First temperature sensor 81 measures a temperature of the cooling water in first cooling water pipe 71 near cooling water outlet 14 , i.e., a cooling water temperature TW 1 near the outlet of cylinder head 11 .
  • Second temperature sensor 82 measures a temperature of the cooling water in second cooling water pipe 72 near cooling water outlet 15 , i.e., a cooling water temperature TW 2 near the outlet of cylinder block 12 .
  • External air temperature sensor 83 measures an external air temperature TA.
  • second temperature sensor 82 may be omitted, and the cooling device may include only first temperature sensor 81 as a sensor for measuring cooling water temperature.
  • control device 100 receives a signal from an engine switch (ignition switch) 84 for turning internal combustion engine 10 on and off. In response, control device 100 controls the rotor angle of flow rate control valve 30 and the rotation speed (i.e., discharge flow rate) of electric water pump 40 in accordance with operational conditions of internal combustion engine 10 .
  • Flow rate control valve 30 is configured to allocate cooling water among the cooling water lines based on the allocation ratio selected from those associated with multiple modes.
  • Control device 100 controls the rotor angle of flow rate control valve 30 and the rotation speed of electric water pump 40 in accordance with one of these modes that is selected according to operational conditions of internal combustion engine 10 .
  • FIG. 2 exemplifies the correlation between the rotor angle of flow rate control valve 30 and the expected flow rates of the cooling water lines in each mode, where the cooling water flow rates are also affected by the rotation speed control of electric water pump 40 .
  • control device 100 controls flow rate control valve 30 such that its rotor angle falls within a predetermined angular range from a reference angular position at which the rotor is positionally regulated by a stopper. Thereby, flow rate control valve 30 enters a first mode in which all inlet ports 31 to 34 are closed.
  • control device 100 controls flow rate control valve 30 according to the first mode, so that cooling water circulates through cylinder head cooling water passage 61 , bypassing the heat exchangers including radiator 50 .
  • control device 100 causes electric water pump 40 to operate at a sufficiently low rotation speed so as to minimize the circulation rate of cooling water. This allows for detection of the temperature rise in cylinder head 11 based on the rise in the cooling water temperature at the outlet of cylinder head 11 as well as quick warm-up of cylinder head 11 .
  • the state in which flow rate control valve 30 closes all inlet ports 31 to 34 in the first mode includes not only the condition in which the opening area of each of inlet ports 31 to 34 is zero, but also the conditions in which the opening area of each of inlet ports 31 to 34 is reduced to the minimum value which permits a small leak of the cooling water.
  • the rotor angle used herein indicates a rotation angle from the reference angular position at which the rotor is positionally regulated by the stopper.
  • flow rate control valve 30 When the rotor angle of flow rate control valve 30 is increased to greater than the angular range for the first mode, flow rate control valve 30 is switched to a second mode. In the second mode, third inlet port 33 connected to the outlet of the third cooling water line is opened while the other inlet ports 31 , 32 , 34 are maintained closed. Control device 100 switches from the first mode to the second mode after the temperature of cylinder head 11 reaches a predetermined temperature. Thereby, control device 100 increases the flow rate of cooling water circulating through heater core 91 so as to allow the air heating function to work more effectively at the startup, and heat and prevent freezing of EGR control valve 93 and throttle valve 94 .
  • control device 100 further increases the rotor angle beyond the angular range of the second mode so as to switch flow rate control valve 30 to a third mode.
  • third mode in addition to third inlet port 33 connected to the outlet of the third cooling water line, first inlet port 31 connected to the outlet of the second cooling water line is also opened so as to cool cylinder block 12 as well as the oil in internal combustion engine 10 .
  • control device 100 further increases the rotor angle beyond the angular range of the third mode so as to switch flow rate control valve 30 to a fourth mode.
  • control device 100 controls switching to the third mode and further to the fourth mode in accordance, for example, with the measurement of the engine oil temperature.
  • control device 100 opens the first cooling water line in addition to the second to fourth cooling water lines in accordance with the water temperature rise so as to maintain the water temperature at the cylinder head outlet and the water temperature at the cylinder block outlet at their respective target temperatures.
  • control device 100 switches flow rate control valve 30 to a fifth mode in which all the first to fourth cooling water lines are opened.
  • control device 100 adjusts the flow rate of cooling water circulating through radiator 50 .
  • control device 100 further increases the rotor angle beyond the angular range of the fifth mode so as to switch flow rate control valve 30 to a sixth mode.
  • the sixth mode allows maximizing the ratio of cooling water circulation through the first cooling water line.
  • control device 100 In addition to controlling the rotor angle of flow rate control valve 30 in accordance with the rise in the water temperature, control device 100 also controls the discharge flow rate of electric water pump 40 in accordance with the change in the water temperature, specifically, the difference between the target water temperature and the actual water temperature. During engine warm-up, control device 100 accelerates the warm-up by limiting the discharge flow rate to a low level. After the completion of the engine warm-up, control device 100 increases the discharge flow rate when the water temperature exceeds the target temperature so as to maintain the water temperature around the target temperature.
  • the first to sixth modes are control modes of flow rate control valve 30 during the operation of internal combustion engine 10 . During the period in which internal combustion engine 10 is automatically stopped by the idle reduction function, control device 100 keeps electric water pump 40 operating and controls flow rate control valve 30 according to the seventh mode.
  • the seventh mode is also referred herein to as an idle reduction mode or an automatic stop mode.
  • the idle reduction function of internal combustion engine 10 is a function of: automatically stopping internal combustion engine 10 when a predetermined idle reduction condition is satisfied while vehicle 26 is stopping in order, for example, to wait for a traffic light to change; and restarting internal combustion engine 10 automatically in response to a “vehicle start” request or the like.
  • Control device 100 may have an idle reduction control function for stopping idling of internal combustion engine 10 .
  • a different control device may have such an idle reduction control function. In such a case, control device 100 starts to control flow rate control valve 30 according to the seventh mode upon receiving a signal indicating that internal combustion engine 10 is in idle reduction from this different control device.
  • the seventh mode is associated with an angular range beyond the angular range of the sixth mode.
  • the second and fourth cooling water lines are narrowed in opening area, and finally closed off.
  • the ratio of the cooling water circulation rate through the first and third cooling water lines increases relative to that through the second and fourth cooling water lines.
  • the first and third cooling water lines constitute a first path extending through heater core 91 and radiator 50
  • the second and fourth cooling water lines constitute a second path bypassing heater core 91 and radiator 50 .
  • the closed-off state of a cooling water line includes the conditions with a small leak, i.e., conditions in which cooling water flows through the cooling water line at a flow rate below a predetermined value.
  • the sixth mode is an all-path flow mode in which the cooling water circulates through all the paths, including the first to fourth cooling water lines.
  • the seventh mode is an automatic stop mode in which, as compared to the all-path flow mode, an increased ratio of cooling water circulates through the first path (first and third cooling water lines) extending through heater core 91 and radiator 50 , whereas a reduced ratio of cooling water circulates through the second path (second and fourth cooling water lines) bypassing heater core 91 and radiator 50 .
  • the seventh mode described above is used for suppressing the deterioration of the air heating performance of vehicle 26 during idle reduction, and for accelerating the temperature decrease of cylinder head 11 during idle reduction in order to reduce the retarded degree of ignition timing required for avoiding knocking during acceleration at the vehicle start from the idle reduction state and improve the fuel economy during such acceleration.
  • the processing performed by control device 100 according to the seventh mode during idle reduction will be described in detail below.
  • the flowchart of FIG. 3 illustrates a main routine of the control of electric water pump 40 and flow control valve 30 performed by control device 100 .
  • the main routine illustrated in the flowchart of FIG. 3 is interruptedly executed by control device 100 at predetermined time intervals.
  • control device 100 checks an idle reduction flag, which is turned on when internal combustion engine 10 is in an idle reduction state.
  • step S 320 control device 100 performs cooling control by switching between the first to sixth modes as described above.
  • step S 330 control device 100 performs cooling control by switching between the first to sixth modes as described above.
  • control device 100 sets the target rotation speed of electric water pump 40 to the target value for the idle reduction state.
  • An example of processing for setting the target rotation speed in step S 330 will be described with reference to the flowchart of FIG. 4 .
  • step S 331 control device 100 determines whether or not the head outlet water temperature is above the target temperature for the idle reduction state, where the target temperature for the idle reduction state ⁇ the target temperature for the operating state of internal combustion engine 10 .
  • the operation proceeds to step S 332 .
  • step S 332 control device 100 sets the target pump rotation speed for the idle reduction state to a base rotation speed, for example, to the minimum target engine speed (>0 rpm).
  • control device 100 sets the target pump rotation speed such that the greater the water temperature difference TWDC, in other words, the higher the head outlet water temperature above the target temperature for the idle reduction state, the higher the target pump rotation speed.
  • control device 100 sets the target pump rotation speed to the base rotation speed when the head outlet water temperature is equal to or below the target temperature for the idle reduction state. Then, as the head outlet water temperature increases above the target temperature for the idle reduction state, control device 100 increases the target pump rotation speed above the base rotation speed.
  • control device 100 sets the target pump rotation speed such that the higher the head outlet water temperature above the target temperature, the higher the target pump rotation speed.
  • a parameter different from the water temperature difference TWDC may be used in variably setting the target pump rotation speed.
  • control device 100 varies the target pump rotation speed (pump discharge flow rate) for the idle reduction state depending on the external air temperature, the difference between the external air temperature and the head outlet water temperature, the rotor angle of flow rate control valve 30 , operational conditions of internal combustion engine 10 before idle reduction, the operational status of electric radiator fans 50 A, 50 B, and/or the like.
  • control device 100 may be programmed to vary the target pump rotation speed for the idle reduction state such that the higher the external air temperature, the higher the target pump rotation speed. Similarly, the less the difference between the external air temperature and the head outlet water temperature, the less easily is the cylinder head temperature reduced. Accordingly, control device 100 may be programmed to vary the target pump rotation speed for the idle reduction state such that the greater the difference between the external air temperature and the head outlet water temperature, the higher the target pump rotation speed.
  • the temperature of cylinder head 11 can be reduced less easily during a transitional state within the seventh mode, i.e., while the rotor angle has entered the angular range of the seventh mode, but has not yet reached the angle at which the second and fourth cooling water lines become closed. This is because, in such a transitional state, cooling water is still supplied to the second and fourth cooling water lines, each of which bypasses radiator 50 .
  • control device 100 may be programmed to vary the target pump rotation speed such that the greater the difference between the actual rotor angle of flow rate control valve 30 and the rotor angle at which the second and fourth cooling water lines become closed, i.e., the greater the opening areas (cooling water supply ratios) of the second and fourth cooling water lines, the higher the target pump rotation speed.
  • control device 100 may be programmed to increase the target pump rotation speed when, for example, internal combustion engine 10 operates at higher load and rotation speed for a long time before idle reduction. Furthermore, the less the air volume blown by electric radiator fans 50 A, 50 B, the less easily reduced the temperature of cylinder head 11 . Accordingly, control device 100 may be programmed to vary the target pump rotation speed such that the lower the electric current and voltage for driving electric radiator fans 50 A, 50 B during idle reduction, the higher the target pump rotation speed.
  • control device 100 sets a target rotation speed (target discharge flow rate or target cooling water circulation rate) of electric water pump 40 during idle reduction in a manner as described above, and controls the drive motor for electric water pump 40 based on the target speed (>0 rpm). Furthermore, the operation proceeds to step S 340 , in which control device 100 controls the target rotor angle of flow rate control valve 30 within the angular range of the seventh mode, which is adapted to the idle reduction state.
  • control device 100 may maintain the target rotor angle of flow rate control valve 30 within the seventh mode.
  • control device 100 does not have to maintain the target rotor angle within the seventh mode. Control device 100 may switch between the modes in accordance with the need for oil cooling or the like.
  • control device 100 sets the target rotor angle of flow rate control valve 30 for the idle reduction state depending on the temperatures of the oil (lubricating oil) in internal combustion engine 10 and/or the oil (hydraulic oil) in transmission 20 .
  • the control apparatus 100 can perform this oil temperature-based mode switching depending on either one of the oil temperature of internal combustion engine 10 and the oil temperature of transmission 20 that is selected as a representative oil temperature.
  • control device 100 may select, as the representative oil temperature, whichever higher of the oil temperatures of internal combustion engine 10 and transmission 20 .
  • control device 100 may calculate the difference between the actual and standard values of the oil temperature of internal combustion engine 10 as well as the difference between the actual and standard values of the oil temperature of transmission 20 , and select, as the representative oil temperature, whichever having a greater difference from its standard value of the two.
  • control device 100 may calculate the degree of engine oil cooling need based on the oil temperature of internal combustion engine 10 as well as the degree of transmission oil cooling need based on the oil temperature of transmission 20 , and switches between the modes depending on whichever oil cooling has the higher degree of need.
  • control device 100 may switch between the modes depending, for example, on the average of the oil temperatures of internal combustion engine 10 and transmission 20 .
  • control device 100 closes the second and fourth cooling water lines to stop the cooling water circulation through oil cooler 16 and oil warmer 21 .
  • control device 100 closes the second and fourth cooling water lines to stop the cooling water circulation through oil cooler 16 and oil warmer 21 .
  • the temperatures of the lubricating oil in internal combustion engine 10 and/or the hydraulic oil in transmission 20 are above their upper limit temperatures and need to be reduced, it is necessary to circulate cooling water through oil cooler 16 and oil warmer 21 by giving priority to component protection than fuel efficiency at the vehicle start from the idle reduction state.
  • control device 100 uses the target rotor angle of the all-path flow mode, i.e., the fifth or sixth mode, so as to open all the first to fourth cooling water lines.
  • the cooling water starts to circulate through oil cooler 16 on the second cooling water line as well as oil warmer 21 on the fourth cooling water line. This reduces the oil temperatures of internal combustion engine 10 and transmission 20 below their upper limit temperatures, and allows achieving component protection.
  • control device 100 uses the target rotor angle of the seventh mode. Thereby, control device 100 reduces the supply rates of the cooling water to the second and fourth cooling water lines as the oil temperatures decrease, so that the supply rates of the cooling water to the first and third cooling water lines are relatively increased.
  • control device 100 accelerates the temperature decrease of cylinder head 11 by increasing the supply rate of the cooling water to the first cooling water line, i.e., the supply rate of the cooling water circulating through cylinder head 11 and then radiator 50 . This lowers the probability of knocking in internal combustion engine 10 at the restart from the idle reduction state, and allows control device 100 to advance ignition timing of internal combustion engine 10 .
  • the fuel economy of internal combustion engine 10 during acceleration at the vehicle start is improved.
  • control device 100 can increase the supply rate of the cooling water circulating through cylinder head 11 and then radiator 50 by increasing the discharge rate of electric water pump 40 while supplying the cooling water to the first to fourth cooling water lines.
  • this causes electric water pump 40 to consume more electric power during idle reduction. Accordingly, the above method can accelerate the temperature decrease of cylinder head 11 , but only at the expense of less improvement in fuel economy brought by idle reduction.
  • control device 100 increases the supply rate of the cooling water to the third cooling water line in addition to the first cooling water line. In other words, control device 100 increases the rate of the cooling water circulating through heater core 91 during idle reduction. This curbs the temperature decrease of air for air conditioning at the air outlet during idle reduction while the vehicle air heater is on. Thus, it is possible to curb the decrease in vehicle interior temperature and improve air heating performance during idle reduction.
  • control device 100 may set the target rotation speed of electric water pump 40 to a rotation speed (>0 rpm) low enough to provide only the minimum circulation rate that sufficiently reduces such temperature variation.
  • step S 335 control device 100 compares the head outlet water temperature with the target temperature. When the head outlet water temperature is below the target temperature, the operation proceeds to step S 336 .
  • step S 336 control device 100 sets the target rotation speed of electric water pump 40 to a rotation speed low enough to provide only the minimum circulation rate that sufficiently reduces variation in temperature within the cooling water circulation passage. As a result, electric water pump 40 operates at a minimal rotation speed.
  • step S 337 control device 100 fixes the target rotation speed of electric water pump 40 to the target value for cooling acceleration in the seventh mode (idle reduction state), or varies the target rotation speed depending, for example, on the difference between the head outlet water temperature and the target temperature. Thereby, control device 100 accelerates the temperature decrease of cylinder head 11 and ensures the air heating performance. In other words, in step S 337 , control device 100 can set the target rotation speed in the same manner as in steps S 333 to S 334 .
  • the target rotation speed set in step S 337 which is higher than the target rotation speed set in step S 336 , is high enough to provide a circulation rate that ensures acceleration of the temperature decrease of cylinder head 11 .
  • control device 100 controls the rotation speed of electric water pump 40 so as to provide only the minimum circulation rate that sufficiently reduces variation in temperature within the cooling water circulation system. In this way, during idle reduction, control device 100 reduces variation in temperature within the cooling water circulation system so as to maintain the measurement accuracy of the temperature of cylinder head 11 while limiting electric power consumption of electric water pump 40 .
  • control device 100 is allowed to increase the cooling water circulation rate through the second and fourth cooling water lines (resume the cooling water flow through the second and fourth cooling water lines).
  • step S 345 control device 100 compares the head outlet water temperature with the target temperature. When the head outlet water temperature is below the target temperature, the operation proceeds to step S 346 .
  • step S 346 control device 100 cancels the stop of the cooling water flow through the second and fourth cooling water lines, and controls the target rotor angle of flow rate control valve 30 so as to gradually increase the opening areas of the second and fourth cooling water lines.
  • control device 100 may set the target rotor angle to an angle according to the seventh mode, which stops cooling water flow through the second and fourth cooling water lines.
  • control device 100 may perform processing for determining, based on the oil temperatures, whether to permit or prohibit cooling water flow through the second and fourth cooling water lines.
  • control device 100 resumes cooling water flow through the second and fourth cooling water lines when the head outlet water temperature decreases to a predetermined temperature during idle reduction.
  • control device 100 may resume cooling water flow through the second and fourth cooling water lines either when conditions for resuming the cooling water flow through the second and fourth cooling water lines are not satisfied during idle reduction or when the resumption of the cooling water flow through the second and fourth cooling water lines during idle reduction is prohibited.
  • control device 100 determines whether or not the amount of time elapsed since the operation of internal combustion engine 10 resumes in response to the cancellation of idle reduction has reached a predetermined time.
  • control device 100 determines that the predetermined time has elapsed since the resumption of engine operation, the operation proceeds to step S 352 .
  • control device 100 cancels the processing for stopping cooling water flow through the second and fourth cooling water lines (i.e., cancels the seventh mode) and switches, for example, to the fifth or sixth mode that allows the cooling water circulation through all the first to fourth cooling water lines.
  • control device 100 may perform processing illustrated in the flowchart of FIG. 9 .
  • step S 355 control device 100 determines whether or not the operation of internal combustion engine 10 has resumed in response to the cancellation of idle reduction.
  • control device 100 determines that the operation of internal combustion engine 10 has resumed in response to the cancellation of idle reduction, the operation proceeds to step S 356 .
  • step S 356 control device 100 cancels the stop of cooling water flow through the second and fourth cooling water lines, and controls the target rotor angle of flow rate control valve 30 so as to gradually increase the opening areas of the second and fourth cooling water lines.
  • control device 100 may perform processing illustrated in the flowchart of FIG. 10 .
  • step S 361 control device 100 determines whether or not the operation of internal combustion engine 10 has resumed in response to the cancellation of idle reduction.
  • control device 100 determines that the operation of internal combustion engine 10 has resumed in response to the cancellation of idle reduction, the operation proceeds to step S 362 .
  • step S 362 control device 100 determines whether or not the oil temperatures are above their upper limit temperatures.
  • control device 100 determines that the oil temperatures are below their upper limit temperatures, which indicates a low degree of need for circulating cooling water through oil cooler 16 and oil warmer 21 .
  • this routine ends immediately. Thereby, control device 100 continues to stop the cooling water flow through the second and fourth cooling water lines from during the previous idle reduction.
  • control device 100 determines that the oil temperatures are above their upper limit temperatures, the operation proceeds to step S 363 .
  • step S 363 control device 100 resumes cooling water flow through the second and fourth cooling water lines by increasing the opening areas of the second and fourth cooling water lines in a stepwise manner. This allows a rapid reduction of the cooling water temperatures in the second and fourth cooling water lines, i.e., the oil temperatures of internal combustion engine 10 and/or transmission 20 , thus allowing protection of the components of internal combustion engine 10 and transmission 20 .
  • FIG. 11 is a time chart for illustrating the effect of the processing for stopping cooling water flow through the second and fourth cooling water lines during idle reduction.
  • FIG. 11 exemplifies changes in the following variables during idle reduction: the head outlet water temperature, the cylinder wall temperature, and an ignition timing correction variable which varies depending on temperature conditions. Assume here that cooling water flow through all the first to fourth cooling water lines is permitted and electric water pump 40 operates even during idle reduction (between time point t 1 and time point t 2 ). Even in such a case, it is possible to reduce the cylinder head temperature during idle reduction as illustrated in FIG. 11 .
  • FIG. 12 is a time chart illustrating an example of the correlation between the presence or absence of cooling water flow through heater core 91 and each of the air outlet temperature and vehicle interior temperature.
  • FIG. 12 if cooling water flow through the third cooling water line (heater core 91 ) is stopped during idle reduction (after time point t 3 ), the temperature of air for air conditioning at the air outlet gradually decreases, so that the vehicle interior temperature decreases accordingly.
  • electric water pump 40 operates and the cooling water flow through third cooling water line (heater core 91 ) continues during idle reduction, the air temperature at the air outlet is maintained unchanged.
  • the decrease in vehicle interior temperature is suppressed during idle reduction.
  • the system configuration of FIG. 1 includes the first to fourth cooling water lines, and controls the cooling water flow rates through the cooling water lines by adjusting flow rate control valve 30 .
  • the present invention is not limited to such a configuration.
  • an implementation illustrated in FIG. 13 is also possible according to the present invention.
  • the implementation has a system configuration in which flow rate control valve 30 controls the flow rates through the first, third and fourth cooling water lines, and a thermostat 95 controls the cooling water flow rate through cylinder block cooling water passage 62 .
  • Note that the same reference numerals are given to the same components in the system configuration illustrated in FIG. 13 as those in FIG. 1 , and the detailed description of these components will be omitted.
  • thermostat 95 is disposed at the downstream end of cylinder block cooling water passage 62 .
  • Thermostat 95 opens or closes in response to the cooling water temperature.
  • a ninth cooling water pipe 96 connects the outlet of thermostat 95 to first cooling water pipe 71 , which is connected to the outlet of cylinder head cooling water passage 61 .
  • the junction of first cooling water pipe 71 and ninth cooling water pipe 96 is located upstream to the junction of fourth cooling water pipe 74 and first cooling water pipe 71 .
  • thermostat 95 opens when the cooling water temperature in cylinder block cooling water passage 62 exceeds the valve opening temperature of thermostat 95 .
  • the open state of thermostat 95 allows the cooling water flowing through cylinder head cooling water passage 61 to be partially diverted into cylinder block cooling water passage 62 .
  • the cooling water having flowed through cylinder block cooling water passage 62 passes through thermostat 95 , then flows through ninth cooling water pipe 96 , and joins the cooling water flowing through first cooling water pipe 71 .
  • the cooling water temperature to open thermostat 95 is set such that thermostat 95 is maintained closed in low and middle load operation states (within the normal operation range) of internal combustion engine 10 and that thermostat 95 opens in a high load operation state (approximately at 90 to 95° C., for example) of internal combustion engine 10 .
  • the cooling water within cylinder block cooling water passage 62 is not confined therein while thermostat 95 is closed.
  • cylinder block cooling water passage 62 is communicated with cylinder head cooling water passage 61 by a plurality of parallel passages so as to allow the cooling water within cylinder block cooling water passage 62 to be replaced as a result, for example, of the cooling water temperature difference between cylinder head cooling water passage 61 and cylinder block cooling water passage 62 even while thermostat 95 is closed.
  • the first cooling water line (radiator line), the third cooling water line (heater line), and the fourth cooling water line (powertrain line) are provided in the same manner as in the system configuration of FIG. 1 .
  • Flow rate control valve 30 has three inlet ports 32 to 34 connected to the first, third and fourth cooling water lines, and adjusts the cooling water flow rates through these cooling water lines depending on the rotor angle.
  • FIG. 14 illustrates an example of the correlation between the rotor angle of flow rate control valve 30 and the opening ratio (%) of each of inlet ports 32 to 34 in the system configuration of FIG. 13 .
  • the opening ratio herein refers to the ratio of the actual opening area to the full opening area of each of inlet ports 32 to 34 .
  • the opening ratio of inlet port 33 gradually increases with inlet ports 32 , 34 , connected to the first and fourth cooling water lines, maintained fully closed.
  • the opening ratio of inlet port 33 reaches the maximum when the rotor angle becomes a second rotor angle A 2 .
  • the opening ratio of inlet port 32 connected to the fourth cooling water line, gradually increases.
  • the opening ratio of inlet port 33 reaches the maximum when the rotor angle becomes a third rotor angle A 3 .
  • the opening ratio of inlet port 34 As the rotor angle further increases above the third rotor angle A 3 , the opening ratio of inlet port 34 , connected to the first cooling water line, gradually increases. The opening ratio of inlet port 34 reaches the maximum when the rotor angle becomes a fourth rotor angle A 4 . Thus, at the fourth rotor angle A 4 , all inlet ports 32 to 34 are fully opened. As the rotor angle further increases above the fourth rotor angle A 4 , the opening ratio of inlet port 32 , connected to the fourth cooling water line, gradually decreases from the maximum. Inlet port 32 becomes fully closed again when the rotor angle becomes a fifth rotor angle A 5 . Thus, at the fifth rotor angle A 5 , inlet port 32 (second path) is fully closed and inlet ports 33 , 34 (first path) are maintained fully opened.
  • the rotor angle of flow rate control valve 30 is controlled based on the reference position (initial position), which corresponds to 0 degrees, where 0 degrees ⁇ first rotor angle A 1 ⁇ second rotor angle A 2 ⁇ third rotor angle A 3 ⁇ fourth rotor angle A 4 ⁇ fifth rotor angle A 5 .
  • the opening area of inlet port 33 increases in accordance with an increase in the rotor angle from the first rotor angle A 1 to the second rotor angle A 2 , and inlet port 33 is maintained fully opened from the second rotor angle A 2 to the fifth rotor angle A 5 .
  • Inlet port 32 (fourth cooling water line) is maintained fully closed from the first rotor angle A 1 to the second rotor angle A 2 , and the opening area of inlet port 32 increases in accordance with an increase in the rotor angle from the second rotor angle A 2 to the third rotor angle A 3 .
  • Inlet port 32 is maintained fully opened from the third rotor angle A 3 to the fourth rotor angle A 4 , and the opening area of inlet port 32 decreases in accordance with an increase in the rotor angle form the fourth rotor angle A 4 to the fifth rotor angle A 5 .
  • Inlet port 32 becomes fully closed again at the fifth rotor angle A 5 .
  • Inlet port 34 (first cooling water line) is maintained fully closed from the first rotor angle A 1 to the third rotor angle A 3 , and the opening area of inlet port 34 increases in accordance with an increase in the rotor angle from the third rotor angle A 3 to the fourth rotor angle A 4 . Inlet port 34 is maintained fully opened from the fourth rotor angle A 4 to the fifth rotor angle A 5 .
  • FIG. 14 illustrates that the minimum opening ratio is 0% and the maximum opening ratio is 100%, the opening ratio of each inlet port of flow rate control valve 30 may be controlled within the range of 0% ⁇ opening ratio ⁇ 100%, 0% ⁇ opening ratio ⁇ 100% or 0% ⁇ opening ratio ⁇ 100%.
  • Water temperature sensor 81 for measuring the head outlet water temperature is disposed at the outlet of cylinder head cooling water passage 61 .
  • control device 100 controls the rotor angle of flow rate control valve 30 , i.e., the cooling water flow rates through the first, third and fourth cooling water lines, in accordance with the flowchart of FIG. 15 .
  • step S 510 first, control device 100 checks an idle reduction flag, which is turned on when internal combustion engine 10 is in an idle reduction state. When the idle reduction flag is off, that is, when internal combustion engine 10 is not in an idle reduction state but in an operating state, the operation proceeds to step S 520 .
  • step S 520 control device 100 controls the rotor angle of flow rate control valve 30 within the angular range from the first rotor angle A 1 to the fourth rotor angle A 4 in accordance, for example, with the head outlet water temperature measured by water temperature sensor 81 .
  • step S 520 the rotor angle of flow rate control valve 30 is controlled in the same manner as in step S 320 of the flowchart of FIG. 3 .
  • control device 100 increases the rotor angle of flow rate control valve 30 along with the progression of the warm-up of internal combustion engine 10 , and sets the rotor angle to the fourth rotor angle A 4 so as to fully open the first, third and fourth cooling water lines during a high load operation state in which the water temperature at the head outlet exceeds the target temperature.
  • control device 100 controls the rotation speed of electric water pump 40 in parallel to the control of the rotor angle of flow rate control valve 30 described above. In other words, during engine warm-up, control device 100 accelerates the warm-up by limiting the rotation speed of electric water pump 40 to a low level. After the completion of the engine warm-up, control device 100 increases the rotation speed of electric water pump 40 as compared to during engine warm-up. In particular, when internal combustion engine 10 operates at such a high load that the rotor angle is set to the fourth rotor angle A 4 , control device 100 further increases the rotation speed of electric water pump 40 so as to maintain the cooling performance at a sufficient level.
  • step S 530 control device 100 sets the target rotation speed of electric water pump 40 to the target value for the idle reduction state as in step S 330 .
  • step S 540 control device 100 sets the target rotor angle of flow rate control valve 30 to the fifth rotor angle A 5 so as to fully open the first and third cooling water lines (first path) and fully close the fourth cooling water line (second path).
  • control device 100 may set the target rotor angle of flow rate control valve 30 to a different target rotor angle preset for the idle reduction state that satisfies: fourth rotor angle A 4 ⁇ target rotor angle preset for the idle reduction state ⁇ fifth rotor angle A 5 .
  • thermostat 95 which controls the cooling water flow rate through cylinder block cooling water passage 62 , is kept closed during a normal idle reduction state.
  • cooling water flow through cylinder block cooling water passage 62 and oil warmer 21 (fourth cooling water line) is stopped (or reduced by narrowing the corresponding opening).
  • most of the cooling water circulates through the first and third cooling water lines which are maintained fully opened during idle reduction.
  • the cooling water flow rates through the first and third cooling water lines increase as compared to before idle reduction.
  • An increase in the supply rate of the cooling water through the first cooling water line during idle reduction as compared to before idle reduction accelerates the temperature decrease of cylinder head 11 during idle reduction, thus lowering the probability of knocking in internal combustion engine 10 upon engine restart.
  • control device 100 allows control device 100 to further advance the ignition timing of internal combustion engine 10 during acceleration at the vehicle start from the idle reduction state. As a result, the fuel economy of internal combustion engine 10 during acceleration at the vehicle start is improved. Furthermore, during idle reduction, control device 100 increases the supply rate of the cooling water to the first cooling water line without increasing the discharge rate of electric water pump 40 . This allows electric power consumption by electric water pump 40 to less diminish the improvement in fuel economy.
  • control device 100 increases the supply rate of the cooling water to the third cooling water line in addition to the first cooling water line as compared to before idle reduction. In other words, control device 100 increases the rate of the cooling water circulating through heater core 91 during idle reduction. This curbs the temperature decrease of air for air conditioning (at the air outlet) during idle reduction while the vehicle air heater is on. Thus, it is possible to improve air heating performance during idle reduction.
  • control device 100 may fix the target rotor angle of flow rate control valve 30 to the fifth rotor angle A 5 , but not exclusively.
  • control device 100 may variably control the rotor angle of flow rate control valve 30 within a range below the fifth rotor angle A 5 in accordance, for example, with the need for oil cooling.
  • control device 100 controls the rate of the cooling water flow through oil warmer 21 (the fourth cooling water line) to a minimal value that satisfies the need for oil cooling instead of stopping the water flow therethrough.
  • control device 100 may variably control the rotor angle of flow rate control valve 30 during idle reduction within the range between the fourth rotor angle A 4 and the fifth rotor angle A 5 in accordance with the oil temperature of transmission 20 .
  • control device 100 may control the rotor angle of flow rate control valve 30 during idle reduction such that the higher the oil temperature of transmission 20 , the smaller the rotor angle within the range between the fourth rotor angle A 4 and the fifth rotor angle A 5 .
  • control device 100 may increase the cooling water flow rate through oil warmer 21 (fourth cooling water line) as the oil temperature increases. In this way, during idle reduction, control device 100 accelerates the temperature decrease of cylinder head 11 while avoiding an excessive rise in the oil temperature of transmission 20 .
  • those applicable to the system configuration of FIG. 13 i.e., those that are not related to the second cooling water line of FIG. 1 , may also be employed in the system configuration of FIG. 13 as needed.
  • cooling water flow through heater core 91 is maintained permitted during idle reduction.
  • cooling water flow through heater core 91 may be permitted during idle reduction only when the air conditioner is in heating operation.
  • the configurations of the cooling water circulation paths and the flow rate control valve that allow processing for increasing the ratio of cooling water circulation through the heater core and radiator as compared to before automatic engine stop are not limited to those illustrated in FIG. 1 or 13 .
  • a plurality of flow rate control valves may be used to switch between the cooling water circulation paths.
  • any system configuration may produce effects similar to those produced by the above embodiments as long as the system configuration includes a cooling device having: a first path including a cooling water passage in the cylinder head and extending through a heater core for vehicle air heating and a radiator; and as long as a second path bypassing the heater core and the radiator, and the system configuration allows the opening area of the second path to be reduced in response to an automatic stop of the internal combustion engine while the vehicle is stopping.
  • a still alternative configuration may be employed which includes a cooling device in which the fourth cooling water line is omitted among the first to fourth cooling water lines illustrated in FIG. 1 , and in which the second cooling water line is closed during idle reduction.
  • control device 100 may control electric radiator fans 50 A, 50 B during idle reduction as follows. At a timing such as when cooling water flow through the second and fourth cooling water lines is stopped in the system of FIG. 1 , or when cooling water flow through the fourth cooling water line is stopped in the system of FIG. 13 , control device 100 apply a drive voltage to electric radiator fans 50 A, 50 B so that electric radiator fans 50 A, 50 B operate depending on the drive voltage.
  • the drive voltage for electric radiator fans 50 A, 50 B may be either variable depending, for example, on the difference between the water temperature at the head outlet and its target temperature for the idle reduction state, or a fixed value adapted for the idle reduction mode. This allows for enhancement of the heat radiation performance of radiator 50 , thus accelerating the temperature decrease of cylinder head 11 during idle reduction.
  • the cooling water having entered cylinder head 11 is partially diverted into cylinder block 12 .
  • the cooling water may be diverted at a point upstream to cylinder head 11 so as to be introduced individually to cylinder head 11 and cylinder block 12 .
  • the third cooling water line illustrated in FIGS. 1 and 13 extends through heater core 91 , EGR cooler 92 , EGR control valve 93 , and throttle valve 94 .
  • the third cooling water line has only to extend through at least heater core 91 , and is not limited to one extending through all of heater core 91 , EGR cooler 92 , EGR control valve 93 , and throttle valve 94 .
  • oil warmer 21 for transmission 20 is disposed on the fourth cooling water line as a heat exchanger for the powertrain.
  • another oil cooler for the transmission being separate from oil warmer 21 may be additionally disposed on the fourth cooling water line.
  • a mechanical water pump driven by internal combustion engine 10 may be provided in addition to electric water pump 40 .
  • the cooling water is circulated either by the mechanical water pump alone or by both the mechanical water pump and electric water pump 40 during the operating state of internal combustion engine 10 , and the cooling water is circulated by electric water pump 40 during idle reduction.
  • flow rate control valve 30 is not limited to a rotor type.
  • a flow rate control valve having a structure that includes a valve element configured to be linearly moved by an electric actuator may alternatively be used.
  • a cooling device for an internal combustion engine of a vehicle comprises: an electric water pump for circulating cooling water; a first path including a cooling water passage in a cylinder head and extending through a heater core for vehicle air heating and a radiator; a second path bypassing the heater core and the radiator; path switching means for controlling an opening area of the second path; and control means which, when the internal combustion engine is automatically stopped while the vehicle is stopping, causes the electric water pump to operate and causes the path switching means to reduce the opening area of the second path as compared to before the internal combustion engine is automatically stopped.
  • control means reduces a rotation speed of the electric water pump in accordance with a decrease in a temperature of the cooling water after the internal combustion engine is automatically stopped.
  • control means maintains the electric water pump to operate at a predetermined lowest rotation speed.
  • the second path extends through at least one of a heat exchanger for oil of the internal combustion engine and a heat exchanger for oil of a powertrain for the internal combustion engine, and, when the internal combustion engine is automatically stopped, the control means reduces the opening area of the second path such that the lower the temperature of the oil, the greater a reduction amount of the opening area of the second path.
  • control means increases the opening area of the second path.
  • control means increases the opening area of the second path after the temperature of the oil has reached a predetermined temperature after restart of the internal combustion engine.
  • control means increases the opening area of the second path after a predetermined delay time has elapsed since restart of the internal combustion engine.
  • the first path includes: a radiator line including the cooling water passage in the cylinder head and extending through the radiator; and a heater line including the cooling water passage in the cylinder head, extending through the heater core and bypassing the radiator
  • the second path includes a powertrain line including the cooling water passage in the cylinder head, extending through the heat exchanger for the oil of the powertrain and bypassing the radiator, and when the internal combustion engine is automatically stopped while the vehicle is stopping, the control means causes the electric water pump to operate and causes the path switching means to reduce the opening area of the powertrain line.
  • the second path further includes a block line including a cooling water passage in a cylinder block, extending through the heat exchanger for the oil of the internal combustion engine and bypassing the radiator, and when the internal combustion engine is automatically stopped while the vehicle is stopping, the control means causes the electric water pump to operate and causes the path switching means to reduce the opening areas of the powertrain line and the block line.
  • the cooling device includes: an electric water pump for circulating cooling water; a first path including a cooling water passage in a cylinder head and extending through a heater core for vehicle air heating and a radiator; and a second path bypassing the heater core and the radiator, the method comprising the steps of: detecting whether or not the internal combustion engine is automatically stopped while the vehicle is stopping; controlling so as to cause the electric water pump to operate when the internal combustion engine is automatically stopped; and increasing a ratio of a cooling water circulation rate through the first path while reducing a ratio of a cooling water circulation rate through the second path when the internal combustion engine is automatically stopped.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
US15/759,918 2015-12-17 2016-12-13 Cooling device for internal combustion engine of vehicle and control method thereof Active US10371041B2 (en)

Applications Claiming Priority (3)

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JP2015-246108 2015-12-17
JP2015246108A JP6417315B2 (ja) 2015-12-17 2015-12-17 車両用内燃機関の冷却装置
PCT/JP2016/086995 WO2017104636A1 (ja) 2015-12-17 2016-12-13 車両用内燃機関の冷却装置及び制御方法

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WO (1) WO2017104636A1 (ja)

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CN108699945B (zh) 2020-10-09
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JP2017110580A (ja) 2017-06-22
DE112016003821B4 (de) 2019-05-09
US20180245503A1 (en) 2018-08-30
JP6417315B2 (ja) 2018-11-07

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